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HomeMy WebLinkAbout2011 06 15 Regular 602 Bicycle Pedestrian WayfindingBICYCLE AND PEDESTRIAN ADVISORY BOARD ITEM 602 June 15, 2011 Regular Meeting Consent Informational Public Hearing Regular X Mgr. / Dept. REQUEST: The Community Development Department- Planning Division requests the Bicycle and Pedestrian Advisory Committee (BPAC) review the links included herein and provide input related to pedestrian and bicycle wayfinding signage and priority locations. SYNOPSIS: This is a follow up to the adoption of our 2030 Bicycle Facilities Plan (see Attachment C) and the desire to make Winter Springs more pedestrian and bicycle friendly. CONSIDERATIONS: Many good resources are available related to pedestrian and bicycle wayfinding programs. A few of the best are included herein as links and as attachments for your consideration. Gresham, Oregon http:H2reshamoregon.2ov /city /city- departments /environmental- services /transportation- streets /template.aspx ?id =21170 Best Practices httt): / /www.mwco2.or2 /uploads/ committee - documents /tldZW1k2007O516O9O831.t)df Oakland, California httt): / /www2.oaklandnet .com /oakca /groups /pwa/ documents /procedure /oakO26756.pdf http: / /www2.oaklandnet.com /oakca /groups /pwa /documents /report /oakO25118.pdf http: / /www2.oaklandnet .com /oakca /groups /pwa/ documents /procedure /oakO26758.pdf http: / /www2.oaklandnet.com /oakca /groups /pwa /documents /policy /oakO26900.pdf Maitland, Winter Park & Eatonville, FL June 15, 2011 Bicycle and Pedestrian Advisory Committee Regular Agenda Item 602 Recently, the Cities of Maitland, Winter Park and Eatonville received a bicycle wayfinding grant for their bikeway network: http: // www.ci.maitland.fl.us /cd_gis.asp #Anchor - Future -3800 (Also see Attachment A) Summary In total, these materials should provide some good "food for thought ", to help us determine how to proceed with a Pedestrian and Bicycle Wayfinding Program for the City of Winter Springs. Additionally, a recent visitor to City Hall inquired why we did not have a bike rack at City Hall and was surprised to learn that a bike rack was available. As part of this discussion we will want to discuss how to make people more aware of the pedestrian and bicycle facilities that we currently have in place. Should our bike racks be better identified or be made more recognizable? FISCAL IMPACT: None at this time. COMMUNICATION EFFORTS: This Agenda Item Has Been Electronically Forwarded To The Mayor And City Commission, City Manager, City Attorney /Staff, And All eAlert/eCitizen Recipients; And Is Available On The City's Website, LaserFiche, And The City's Server. Additionally, Portions Of This Agenda Item Are Typed Verbatim On The Respective Meeting Agenda Which Has Also Been Electronically Forwarded To The Individuals Noted Above; And Which Is Also Available On The City's Website, LaserFiche, And The City's Server; Has Been Sent To City Staff, Media/Press Representatives Who Have Requested Agendas /Agenda Item Information, Homeowner's Associations /Representatives On File With The City, And All Individuals Who Have Requested Such Information; And Has Been Posted Outside City Hall; Posted Inside City Hall With Additional Copies Available For The General Public; And Posted At Five (5) Different Locations Around The City. This Agenda Item Is Also Available To Any New Individual Requestors. City Staffs Always Willing To Discuss This Or Any Agenda Item With Any Interested Individuals. STAFF RECOMMENDATION: Staff requests that the BPAC review the links included herein and provide input related to pedestrian and bicycle wayfinding signage and priority locations. ATTACHMENTS A- LATIS- Wayfinding Principles & Practice B- Maitland - Winter Park - Eatonville's Bicycle Wayfinding System C- Winter Springs Bicycle Master Plan -2- 2006 Landscape Architecture Technical Information Series Number 2 Wayfinding Principles & Practice David Raphael, ASLA - ANAERICAN SOCIM OF LAN USCAFE ,4FCCF1 � I L 1 AS IA FUND LATI S Wayfinding Principles and Practice by David Raphael, ASLA Copyright © 2006 by the American Society of Landscape Architects 636 Eye Street, NW Washington, DC 20001 -3736 202 - 898 -2444 www.asla.org Library of Congress Catalog Card Number 84 -07 -1877 ISSN #: 0195 -5764 LATIS is produced by ASLA as an education service to the profession of landscape architecture. Policy and subject matter selection is administered through ASLA's Professional Practice Library under the guidance of the Professional Practice Institute, the Council on Education, and the Council of Professional Practice Networks. ® ASLA Landscape Architecture Technical Information Series Publisher's Note: The American Society of Landscape Architects publishes the Landscape Architecture Technical Information Series ( LATIS) to encourage professionals to share specialized expertise relating to landscape architecture. ASLA considers LATIS papers to be important contributions to a necessary and ongoing dialogue within a large and diverse community of landscape architecture researchers and practitioners. ASLA oversees a rigorous peer review process for all LATIS papers to ensure accuracy of content. Each author offers a unique perspective on the practice area covered, reflecting his or her portfolio of professional experiences. Wayfinding systems help people find their way in public places. The design of wayfinding systems is a process to which landscape architects can bring many relevant skills, whether as specialists and leaders, or as collaborators with other professionals on interdisciplinary teams. This paper presents concepts and tools to assist landscape architects who want to develop or enhance skills in the planning, design, and implementation of wayfinding and public information systems. Feedback on this LATIS and on the series in general should be sent to ASLA, c/o Professional Practice Manager, 636 Eye Street NW, Washington DC 20001. ASLA welcomes suggestions for future LATIS topics that will broaden awareness of new and /or rapidly evolving practice areas within landscape architecture and enhance technical proficiency for practicing in these areas. Wayfinding Systems I Principles and Practice This page is intentionally blank ® ASLA Landscape Architecture Technical Information Series 1 Wayfinding and Public Information Systems An Introduction 1 Origins and Definitions 4 Landscape Architecture in Relation to Wayfinding & Environmental Graphic Design 7 Wayfinding Basics 7 Components 9 Environmental Design 10 Universal Design 13 Human Factors Graphics and Appropriate Information and Design Standards 13 Basic Factors to Consider When Designing Signs 19 Creating a Wayfinding Program Design Process and Elements, Materials, and Legal Considerations 19 Design Process 22 Some Elements of Wayfinding 25 Materials and Fabrication 28 Regulations and Laws 29 A Sampling of Wayfinding Systems "Where Wayfinding Happens" 33 The Future of Wayfinding 33 Electronic Wayfinding 35 Green Design in Wayfinding 35 Bringing It All Together: The Legible City 37 Bibliography 40 Appendix A: A Framework for Wayfinding Systems 41 Appendix B: Wayfinding Practice and Scope of Work Wayfinding Systems I Principles and Practice O This page is intentionally blank ® ASLA Landscape Architecture Technical Information Series Origins and Definitions W ayfinding, a term first articu- lated by noted city planner Kevin Lynch, literally means finding one's way. In this most basic sense, it is a universal human activity that tran- scends cultures and predates written language. Traditional Marshall Islands stick chart, used to study navigation patterns in the South Pacific' Usually, however, wayfinding refers to modern systems of signs, maps, and other graphic, written, or audible methods to convey location, route find- ing, and directions to travelers. In the practice of environmental graphic de- signers, as well as in the work of land- scape architects and architects, way- finding can be construed as the art and science of using signs, symbols, maps, and other two and three - dimensional informational, directional, and archi- tectural elements to create a system to guide people to and through a place or destination. Wayfinding also relies in part on people —the police officer, the bus driver, the gas station attendant — all of whom may provide directions or information to people trying to reach a particular destination. The importance of wayfinding in the twenty -first cen- tury is underlined by designer Wayne Hunt: Finding your way has never been more important. Getting places on time, with minimum stress, is more valuable than ever. Easy accessibility to services whether on foot, by public transit or by automobile is not just a matter of courtesy or common sense. It is an economic necessity. The origins of wayfinding probably trace back to the earliest trail or road signs put in place to direct travelers to a specific town or destination. The automobile hastened the development of tour maps and signs as part of the traveler's infrastructure. In the twenti- eth century, as highway networks and airports became more complex and handled more traffic, navigational tools became more important, resulting in more sophisticated and comprehensive standards for both highway and airport terminal sign systems. In the twenty-first century, urban way- finding programs are becoming more prevalent. Other environments require effective wayfinding and informa- tion systems as well. Universities and colleges, medical centers, resort vil- lages and new communities, state and Wayfinding Systems I Principles and Practice SOME DEFINITIONS of WAYFINDING " Wayfinding transcends signs... it is based on individual behav- ior and incorporates design elements and concepts which affect behavior... Wayfinding refers to what people see, what they think about, what they notice, and what they do to find their way from one place to another" Janet Carpman and Myron Grant in Heolthcore Design, Edited by Sara O. Mayberry, John Wiley & Sons, New York, 1997 ':.. Wayfinding consists of creat- ing the tools to help visitors find their way to and through build- ings and spaces. Wayfinding is the science of organizing and defin- ing a sequence of posted mes- sages and communication ele- ments designed to promote self navigation" Wayne Hunt, Designing ond PlonningEnvironmentol Graphics, Madison Square Garden Press, New York, 1994 :7 Modern wayfinding signage KEVIN LYNCH'S CONCEPT "Wayfinding is the original function of the environmental image, and the basis on which its emotional associations may have been founded. But the image is valuable not only in its immediate sense in which it acts as a map for direction or movement; in a broader sense it can serve as a general frame of reference, within which the individual can act, or to which he can attach his knowledge! Lynch, The Imoge of the City, p.126 of i I�a moil � f ■ e7 ■ Lynch invented a graphic lexicon for his "imaging" of the city. Examples of a landmark, district, and pathway show a sampling of this technique. national parks, and scenic byways all present unique challenges to the de- sign professionals who collaborate in the planning and development of these land uses. These projects all share the need for a consistent identity and effec- tive and accessible information display. Medical complexes present unique challenges to provide guidance and in- formation to individuals who are often under stress. Resort environments and new communities often require public and private sector coordination —the careful blending of new designs with the existing sign infrastructure. Rec- reation corridors and byways are often constrained by regulations that limit or preclude alternative sign systems with- in the highway right -of -way. The current practice of wayfinding traces its more recent development to the seminal works of Kevin Lynch and Romedi Passini. In 1960, Kevin Lynch, in his landmark study The Image of the City, provided a basis for understand- ing the visual, cultural, and spatial el- ements of the built environment, and how these elements combine to create the "image of the city". He described how people use various components of the environment to orient themselves, and created a lexicon of these compo- nents to include five basic elements: paths, edges, districts, nodes, and land- marks. This terminology helps us understand the spatial structure of the city (and other environments), as well as the or- ganization, connectivity, and meaning of this structure. Lynch describes the "visual hierarchy of streets and ways" as the "skeleton of the city" and states that the street is a thing which goes towards something ... A progressive thickening of signs, stores or people may mark the approach to a shop- ping node... Perhaps one can proceed by "keeping the park on the left "or by moving "toward the golden dome." Arrows can be used ...All these means make the path an on element. 3 The concept of landmarks is an impor- tant one as well, for individuals often rely on landmarks as a guide or inter- nalized image of a particular geography or of a destination. Landmarks such as the Statue of Liberty or Golden Gate Bridge are intrinsically associated with their cities, and in part provide a sense of arrival as well as orientation. Architect and environmental psycholo- gist Romedi Passini and his collabora- tor Paul Arthur published two of the first comprehensive works on wayfinding: Wayfinding in Architecture (1984) and Wayfinding, People, Signs and Archi- tecture (1992). These studies provided an understanding of the behavioral and cognitive abilities associated with spa- tial navigation and reaching a desired destination. An important precept is that of spatial orientation —the ability of an individual to mentally represent a place © 1 ASLA Landscape Architecture Technical Information Series With towns named after foreign countries and cit- ies, this Maine signpost has become a landmark. or destination through a cognitive map. Passini and Arthur further developed the concept of wayfinding by framing it within the construct of problem solv- ing, and this approach presented three basic steps or processes: Step 1) developing a plan of action to reach a destination and the consequent decision making required; Step 2) executing that decision or set of decisions by following the plan with the necessary behavior at the specific places or appropriate places along the route (e.g., "I need to take a right turn here because this is the street or land- mark where that needs to happen ac- cording to my plan "); and Step 3) processing information by means of perception and cognition to make and follow through on decisions. It is important here to make a distinc- tion between wayfinding in familiar settings versus wayfinding for the first - time visitor or in unfamiliar settings. In familiar settings individuals only need to execute the plan; they already know the route and the decision - making points and thus can navigate with ease through these settings to reach their destinations. In unfamiliar environ- ments, individuals need information to make the appropriate decisions, and therefore the design and presentation of information becomes critical. If Lynch's work can be construed as providing the geographic, architectur- al, and landscape parameters for un- derstanding urban environments, then the research and writing of Passim (in particular) provides a basis for devel- oping wayfinding principles in the con- text of information design and human behavior. In a recent essay, "Informa- tion Design: An Old Hag in Fashion- able Clothes," the author explains the relationship between wayfinding and visual perception, in particular: If the content and the location of way- finding information are determined by users' wayfinding decisions, its form and presentation relate to the way people per- ceive and recognize information displays. Through experience, graphic designers have developed a design culture incor- porating a good deal of knowledge about these issues. It concerns letterforms and styles, spacing, legibility and distance, angular distortions, halation (i.e. the spreading characteristics of light), the use of symbols and colors, the illumination of signs, and even arrows.' The work of pioneers in the now es- tablished profession of environmental graphic design has provided the basis for both the planning of wayfinding systems and the design of the informa- tion elements which comprise those systems. More recently, Per Mollerup, a Scan- dinavian designer, has coined the term "wayshowing" to describe what is ac- tually accomplished by implementing wayfinding strategies which "show the way" to travelers who must make de- cisions along their journey. He articu- lates nine essential wayfinding strate- gies which comprise wayshowing, rely principally on signs, and help us under- stand the key components of "reading" the environment in order to navigate through it. These strategies are as fol- lows: 1. Track following - which refers to us- ing visible, aural or even tactile means with which to follow directional signs or a delineated path, such as a line de- lineated on the floor and designed to lead people through hospital corridors. Wayfinding Systems I Principles and Practice :7 _ro" lei I Swiss wayfinding signs provide walking times and distances for that country's extensive network of hiking trails. 2. Route following - refers to navigat- ing in response to a given set of di- rections provided to the traveler from sources other than signs, such as route maps or verbal directions. 3. Educated seeking - is based on the traveler's prior knowledge of where to find or look for certain destinations, such as anticipating being able to find a gas station or a fast food restaurant along a developed highway corridor adjacent to an interstate. 4. Inference - is a type of educated seeking and refers to travelers rely- ing on house or street numbers to ori- ent themselves and provide a sense of where they are located in relation to their ultimate destination. 5. Screening - implies a systematic ap- proach to seeking information which will aid in locating a destination. An example would be a tourist looking for his or her hotel by "screening" and eliminating all those hotels which are not the one being sought, until such time as the desired hotel is identified and arrived at. 6. Aiming - this is a technique whereby a traveler aims at a landmark or known element to assist in navigation. A trav- eler on foot in Paris can reach the Eiffel Tower by visibly identifying it and then walking in the appropriate direction — literally aiming for it. 7. Map reading - relying on a road map or a "you are here" map provides the traveler with an overall sense of loca- tion and direction. Maps are important wayfinding tools. 8. Compassing - this technique is sim- ply the use of north -south directional information to guide travel within an area to a specific destination. For ex- ample, orienteering relies heavily on compass reading. 9. Social navigation - this means that a wayfinder relies on other people's past or present actions, such as following in- dividuals to an exit or an airport gate. Mollerup states that wayfinders rely on all or some of these strategies to get around, and thus designers of wayfind- ing systems need to incorporate or un- derstand these strategies in their way- finding plans. Landscape Architecture IN RELATION TOWAYFINDING AND ENVIRONMENTAL GRAPHIC DESIGN The planning, design, and implemen- tation of wayfinding and public infor- mation systems is often considered an interdisciplinary process. As Kevin Lynch's work demonstrated, the prin- ciples of wayfinding are integral to the understanding and experience of form and place. The development of the information environment draws on context, culture, perception, and practi- cality. Thus this area of focus finds the landscape architect, architect, graphic designer, traffic engineer, and city planner collaborating in the concep- tion of information design, wayfind- ing programs, and sign systems. These disciplines share similar technologies for exploring design concepts and now communicate effectively with com- patible software and information re- sources. They also, to a certain extent, all rely on a basic understanding of hu- man factors and how people function within the built environment. The land- scape architect, trained in the tenets of OI ASLA Landscape Architecture Technical Information Series visual and environmental design, and equipped with an understanding of how these disciplines intersect, may there- fore be the appropriate professional to provide leadership and direction in the development of this aspect of the pub- lic realm. Indeed, a number of landscape archi- tectural firms have developed specific expertise in wayfinding and informa- tion design. This trend may continue given the complexities of this type of work. A distinct subset of professionals has established a niche, environmental graphic design, a field that has been formalized in the Society for Environ- mental Graphic Design. Many of these individuals are in fact landscape archi- tects. Landscape architecture readily inte- grates the considerations which are part of developing an effective wayfinding program. These considerations range from the "image of the city," to the dy- namics of regional planning, to the par- ticulars of traffic calming, streetscape design, and pedestrian travel. Master planning and site development typical- ly must address and include signs and wayfinding elements. An example of this is in the manner in which site plans are designed and developed. Spatial planning can facili- tate or complicate how people navigate through an environment based on the layout of the circulation system. A grid network such as the street pattern of up- per Manhattan, for example, provides a logical and relatively easy structure for people to get around because they can readily imprint the pattern in their mind. Pathways that are well delineated and coupled with readily understood en- tries also support logical wayfinding. The vocabulary of the path, its surfac- ing, and associated elements such as lighting and landscaping, clearly delin- eate routes which travelers may follow to their destination. Thus landscape architects have the op- portunity to be critically important in the design of wayfinding systems. This manual provides principles and tools for practitioners who want to develop or refine skills needed for these endeav- ors. 'Marshall Islands navigation chart, c. 1960, Catalog No. 398230, Dept. of Anthropology, Smithsonian Institution, Washington, D.C. Stick charts are made of palm ribs with shells or pieces of coral representing islands. The charts illustrate relationships between wave masses and land masses. z Hunt, Designing and Planning Environmental Grapics, p. 152. 3 Lynch, The Image of the City, p. 97 ° Passim, "Information Design: An Old Hag in Fashionable Clothes" in Information Design, p. 91. Wayfinding Systems I Principles and Practice E51 This page is intentionally blank OI ASLA Landscape Architecture Technical Information Series Components W ayfinding is linked to the over- all kinetic experience of an en- vironment. An innovative study devel- oped in the 1970s in Boston, City Signs and Lights, looked at the connections between environmental cues, messag- ing, perception, and the urban experi- ence: Public information systems carry a critical part of the vast quantity of information in the urban landscape. Public signing and lighting transmit messages which are es- sential to the efficiency, security, meaning- fulness and pleasure of city life. ' The City Signs and Lights project in- cluded research and testing on sign T Sign system diagram from City Signs ond Lights legibility, promoted broadband cross - walks,' and used experimental kiosks for public input and to provide wayfinding information. Wayfinding is indeed a subtle but es- sential part of daily life. "Finding one's way" is one of the most basic tasks we undertake. Designing effective Way- finding systems requires careful con- sideration and integration of the range of wayfinding components. There are three primary components of a Way- finding program: 1) BEHAVIORAL HOW PEOPLE RESPOND TO DIRECTION AND SIGNS AND OTHER ELEMENTS. People, as users, are an integral part of a successful wayfinding system. Understanding how people respond to their environment is key to producing and placing the most effective signage and wayfinding elements. In designing wayfinding programs, there is a won- derful overlap with some of the place - making principles of landscape archi- tecture. In turn, we need to understand those elements that are memorable to the public and also help engage them in the process of guiding them to their destination. The concept of mental mapping is im- portant in understanding how people view and operate within their own sur- roundings. Author Stephen Kaplan, in the book Humanscapes: Environ- ments for People, describes this con- cept as a situation in which people are faced with a small amount of time to decide what information to select out of the overwhelmingly diverse world that surrounds them. As a result, the internalized cognitive (or mental) map holds selected information -- elements an individual experiences and refers to often. Mental maps can reveal the dif- ference between actual distances and perceived distances; mental maps pro- vide the greatest insight into the user's perception of the landscape. Wayfinding Systems I Principles and Practice SIGN n. 2a a mark, symbol, or device used to represent something or to distinguish the thing on which it is put. 3 a gesture or action used to convey information, an order, request, etc. 4 a publicly displayed board etc. giving information; a signboard or signpost Concise Oxford Dictionary. 1990. MAPPING Mapping is a critical component of wayfinding. Maps on directories or on information signs and maps available in brochure format or through electronic media are always helpful to visitors and residents in finding their way to desired destinations. While not everyone responds well to two - dimensional mapping, most viewers will understand or relate to maps that provide a sense of three dimensions and spatial qualities. :7 The hierarchy of individual decision making provides a framework for the system approach (see the Decision Diagram below and the Hierarchy Diagram found in Appendix A). In addition to understanding the user's conceptual response to their environ- ment, it is important to understand how people respond to the actual signage and wayfinding cues. For example, the system must use legible typestyles that reflect established standards and prac- tices. The visual acuity of the wayfind- in- system is a key to its success, but wayfinding should not be limited to just visual components — audible and tactile communication will also be in- corporated as needed to provide acces- sible guidance to different populations. The guidance of the Americans with Disabilities Act (ADA) is important to address in particular wayfinding ap- plications. Also of critical importance is to address the principles of Univer- sal Design. (Universal Design implies a design approach that addresses the needs of all people, of all ages and abilities.) Decision: Locate District C • Read map Get to Street B Ask directions Drive Read map Follow signs Ask directions Bus/Train This diagram, adapted from Passini's Read route ma "Information Design;' illustrates the Follow signs Ask transit ope decision - making process one makes Bike /Walk in travelling to a destination. In this hypothetical case, the task is getting to Building A on Street B in District C. 2) FUNCTIONAL HOW THE WAYF INDING SYSTEM WORKS WITH ITS ENVIRONMENT. The functional component of wayfind- ing addresses the environment and landscape itself. For example, the sys- tem must recognize the locations of ori- gin and key destinations throughout the city or site and environs, as well as key decision- making points along the way. A hierarchy of elements is keyed to the geographic patterns and organiza- tion of an environment. The functional component of the wayfinding system must accommodate Average Daily Traffic (ADT) and related volumes, and take into account variance in usage and need for wayfinding assistance. Legibility, including reduction of sign clutter in the landscape, is an important part of its functionality. Finally, incor- poration of landmarks — striking or sig- nificant elements along the landscape, like commonly known districts, major buildings and architecture, or historic and public sites —can be included as functional elements of the wayfinding system. Find Building A Read street addresses Find parking if driving Locate entry ps rator QI ASLA Landscape Architecture Technical Information Series How far? Safe and accessible route? Follow maps Ask directions 3) OPERATIONAL HOW A CITY, INSTITUTION, OR SPECIFIC ENTITYCREATES AND MAINTAINS ITS WAYFINDING SYSTEM. A wayfinding system is driven by well - organized programming. The munici- pality, institution, or entity needs to develop policies for information, loca- tion, and design, and an organization to create and maintain a successful system and to satisfy constituencies. The MUTCD, or Manual on Uniform Traffic Control Devices, must be ad- dressed as part of the operational component of the wayfinding system. The MUTCD is a document that pro- vides the standards used nationwide to implement and manage the warning, regulatory, and directional signs on all roadways. The relationship of the sys- tem to other local, state, or federal re- quirements, including both regulatory and funding issues, must also be ad- dressed. Any necessary oversight and maintenance must be planned for. There is also the opportunity to include in the overall program other sources of information, such as web site map- ping and directional information, and support, such as the training of infor- mation booth operators and others who interface with the public and provide guidance. For example, in Park City, Utah, with the state's second largest public transit system and over 20,000 visitors per day, city bus drivers are key individuals who provide wayfinding information to their riders. With these aspects addressed in a comprehensive manner, a well - designed wayfinding system will be able to accommodate the needs of multiple users throughout the city, site, or setting. Environmental Design A successful wayfinding program re- lies on more than just designing and placing signs. A number of consider- ations must be addressed in the plan- ning process. As stated, the approach must integrate spatial organization ei- ther as it exists or as it is being devel- oped to include landmarks, landscape, and architectural elements as well as lighting and other visual cues and el- ements in the environment. The way- finding design must include and incor- porate arrival points, an understanding of or careful planning for the road and walkway networks, parking facilities, and information booths and desks lo- cated at entry points or in highly vis- ible, logical locations. FORMS OF GRAPHIC COMMUNICATION Graphics include signs, banners, maps, brochures, and web sites. Design stan- dards exist for graphic communication and include sign legibility, typeface selections, symbols, color coding and Johns Hopkins University Homewood Campus 1- Site' Information Kiosk, Baltimore, Maryland. Wayfinding design by Cloud Gehshan Associates. The wayfinding system at Johns Hopkins University employs state -of- the -art '!-Sites" — electronic kiosks that integrate touch - screen technology with a campus map and buttons which, when activated, provide access to additional information about destinations, parking, and events. Wayfinding Systems I Principles and Practice REDUCING SIGN CLUTTER A "sign clutter reduction program" should be included in all wayfinding initiatives. A typical assessment of ex- isting conditions in the public right - of -way, in particular, almost always yields a conclusion that there are too many signs and that these signs threaten public safety, undermine aesthetics, and misinform or confuse travellers. The cumulative placement of signs, however well intentioned, often re- sults in overkill and redundancy. Signs are also placed in locations which do not coincide with decision making points and are ineffective. In any wayfinding program one goal to strive for is to limit the number of new signs added to any location, perhaps removing one unnecessary sign for every new one added. When assess- ing the sign environment, one often finds signs that can be eliminated, relocated elsewhere to reduce clutter, or co- located with other signs, as an :7 Redundant messages, unorganized placement, and mismatched sign design standards all con- tribute to sign clutter, which in turn confuses travellers. SYMBOL SYSTEMS The American Institute of Graphic Arts has developed and promulgated a collection of standardized symbols. (See http: / /www.aiga.org.) Federal agencies such as the National Park Service have also relied on uniform sign system designs that include familiar symbols. The Olympic Games are the classic application of symbol signs, using a distinct set of icons to represent each competition, as well as individual venues. The icon sets also serve another purpose in allowing the host city to develop a unique identity for itself and the games of that year. Tokyo 1964 C ol n Mexico iii contrast, placement, and the actual messaging itself. Standardization and use of recogniz- able and understandable names and messages is important for developing a consistent system. Accessible maps, in sign, printed, and electronic forms, are an important component of the overall approach as well. A ■■■■■ MESS ■■■■■ ' SENSE Use of pictographs is recommended as a form of universal communication being used around the world in pub- lic venues and on road and informa- tion signs. Use of widely recognized symbols can bridge language barriers. Typical symbol signs include those for restrooms, parking, and airports. Consistent graphic design throughout the program is not only critical for the successful use of the system but has the side benefit of reinforcing or es- tablishing identity and sense of place for a community and "branding" for an institution, destination, or district. Universal Design It is a philosophy as well as a reality that environments must be amenable and accessible to all people, regardless of their individual abilities and ages. Universal Design is an approach that all designers should be incorporating into their work. AUDIBLE AND TACTILE COMMUNICATION Audible and tactile communication are particularly important in interior appli- cations. Approximately 15 percent of Americans possess perceptual or cog- nitive impairments, and thus audible and /or tactile communication methods are important in order to provide guid- ance to this segment of the user group. Audible information is being applied to crosswalk signals and as an option in kiosks, wayfinding directories, and interpretive signs and exhibits. Self - help telephones are another option. At- tendants, information desk personnel, and staff from the hospitality industry all are potentially part of the overall wayfinding system and can be trained to provide guidance and orientation to the public. Tactile communication has primarily been in the form of Grade 2 Braille in- tegrated into identification signs placed at specific destinations and can also be found on maps and other types of in- formation signs. Orientation maps are now being constructed in three dimen- sions with raised elements and wording as part of an overall Universal Design initiative. PROGRAMS AND LAWS Designers of wayfinding systems need to be aware of several agencies and programs which specifically address access concerns. A summary of those agencies, programs, and laws is pro- vided below. U.S. ACCESS BOARD The U.S. Access Board is an indepen- dent federal agency ensuring disabled ASLA Landscape Architecture Technical Information Series populations equal access. It is com- prised of 30 staff and a governing board of representatives from various federal departments as well as select public members. The overarching purpose of the Access Board is to ensure compli- ance with disability acts throughout the public sector in all federally funded fa- cilities. This includes developing and maintaining accessibility standards for the built environment, telecommunica- tions equipment, transit vehicles and electronic and information technology, as well as providing technical assis- tance and training on these guidelines and standards. The Access Board has developed a number of laws concerning the dis- abled population. The laws that have relevance to wayfinding and universal design include the Americans with Disabilities Act (ADA) and the Archi- tectural Barriers Act (ABA), described below. The Access Board also provides resources and services in direct access to current guidelines and standards, technical assistance, training and re- search and aiding in the enforcement of access laws for federally funded fa- cilities. s ADA The Americans with Disabilities Act, or ADA, is a federal law that was passed in 1990 to prohibit discrimination against disabled people and to guarantee them the same access as those without dis- abilities. The ADA is comprised of five titles, each of which identifies a different area of the public sector that must ensure equal access to the disabled popula- tion: Title 1: Employment; Title 2: Public Services and Transportation; Title 3: Public Accommodations and Commer- cial Facilities; Title 4: Telecommunica- tions; and Title 5: Miscellaneous. The titles were sanctioned in the ADA pub- lic law and passed by Congress, with the duties for regulation development and enforcement assigned to specific federal agencies. This act, with its associated guidelines and precedents, provides basic parame- ters for ensuring that sign and informa- tion systems are designed to adequately serve this segment of our population. 4 The Society of Environmental Graphic Design (SEGD) has published "The Americans with Disabilities Act White Paper" in response to the ADA and supporting regulations. The White Pa- per includes clarification and interpre- tation of the requirements in relation to signs and environmental graphics and is intended to assist designers, their clients, sign fabricators, and facility owners and mangers. The paper was developed by input and seminars with a diverse group of stakeholders repre- senting professional, government, and industry organizations. SEGD con- tinues to monitor ADA requirements, issuing information and guidance as needed. SEGD also urges designers to "proceed with caution" and seek legal consul where ADA compliance is an issue. ABA The Architectural Barriers Act is a law requiring access to facilities designed, built or modified with federal funds. The Access Board was developed to enforce the ABA through the inspection of complaints and is responsible for de- veloping and maintaining accessibility guidelines under this law. These guide- Wayfinding Systems I Principles and Practice 11 lines form the foundation for standards used to enforce the ABA, also known as the Uniform Federal Accessibility Standards (UFAS). Four federal agen- cies are responsible for the UFAS: the Department of Defense, Department of Housing and Urban Development, General Services Administration, and U.S. Postal Service. These agencies are responsible for guaranteeing com- pliance with the UFAS when they are funding the design, building, or alter- ing of facilities. ' Boston Redevelopment Authority, City Signs and Lights, p. 43. '- Broadband crosswalks are a more visible, graphic, and logical expression of a pedestrian crosswalk area, as opposed to diagonal striping; and as such provide a more legible and safer element in the pedestrian circulation system. 'Adapted from: U.S. Access Board, About the Board, 17 May 2005, www.access- board.gov /indexes /aboutindex. htm. U.S. Access Board, The Rehabilitation Act of] 973 (Sec- tion 502), 17 May 2005, www.access - board.gov /about/ Rehab %20Act.htm. ° Adapted from: Olgyay, What is the ADA? ® I ASLA Landscape Architecture Technical Information Series T here are a number of human fac- tors which influence the design of wayfinding signs. The physical ca- pabilities and psychological character- istics of viewers affect perceptions of and responses to wayfinding signs. For example, elderly drivers have different response rates to viewing signs, and the legibility and contrast of the signs is more important for this age group as well. Sign design must respond to our ex- panding knowledge of how humans in- teract with their environment. There are five basic types of sign content which must be considered when designing ef- fective signs: typography, pictograms, arrows, guidelines, and maps. Graphic rules and standards may govern their use on any type of sign. Sign form or shape as well as color add two more elements which affect how a sign func- tions and how it is perceived. The oc- tagonal shape of a stop sign has become a universal message which conveys its information as much through shape and color as it does with its message. Research in human factors has led to a better understanding of how to de- sign effective and legible environ- mental graphics. For example, it has been shown that bold typefaces, with thicker lines, are not as legible visually as typefaces with medium or regular line weights or widths. The new Na- tional Park Service typeface, based on the agency's long standing Clarendon standard, has incorporated research findings to create a more legible font. The design of symbols also translates into their effective legibility over dis- tance. A test which increases the blur- ring of symbols and evaluates their re- sulting legibility provides insights into how those symbols can be designed for increased recognition over longer dis- tances from the sign. Even the directional arrow has been the subject of refinement. At the request of noted designers Meeker & Associ- ates, human factors researchers at Penn State evaluated the standard FHWA (Federal Highway Administration) ar- row and found that the designers' pro- posed arrow resulted in a "117% faster recognition" than current FHWA stan- dard arrows and other frequently used designs.' FH \NA Standard Proposed Arrow Basic Factors to Consider When Designing Signs: VISION For normal field of vision, there is a horizontal cone of vision and limit to the vertical angle above which signs are not typically seen or read. Note that if driving, the average viewing height Wayfinding Systems I Principles and Practice SIGN TYPES There is a wide range of sign types in the built environment, from handmade ephemeral folk art signs to the nationally standardized vocabulary of official highway signs that are ubiquitous on our roadsides. There are a number of distinct sign categories which are commonly used for wayfinding, guidance, and information: Regulatory: Signs which reflect local codes, • life safety and warning signs; speed limit and parking signs. Directional: Signs which guide drivers and pedestrians to specific destinations. Identification: Signs which identify regions, districts, streets, entries, shopping complexes and stores, public facilities. Information: Maps, directories, symbols. It Interpretive: Signs and related elements which provide educational information and/ or descriptions related to historic and cultural sites. Ornamental: Banners, murals. Landmarks, public art, and monuments also serve to provide information and orientation in the environment and are often integrated with or referenced in wayfinding systems. 13 LEGIBLE FONTS Typography is an important element of legible signs. Examples of some acceptable styles of sans serif faces and serif faces, as suggested by The Society of Environmental Graphic Design (SEGD), are shown below: Sans Serif A a Aa Gill Sans Clearview Serif Aa Aa Bodoni F iIaJno is 4' -6 "; if sitting, the average viewing - height is 4' -3 "; and for pedestrians the typical viewing height is 5' -6 ". MESSAGES AND COMPREHEW SION People traveling at speeds between 25 and 45 miles per hour are typically only able to read effectively three mes- sages, or three lines of information. In fact, at highway speeds of 65 miles per hour, the Federal Highway Administra- tion recommends only two lines or two messages. Wording is also important. Standard and consistent abbreviations and terms must be used along with uni- versally accepted symbols. Standard symbols that are gaining widespread use include the accessibility symbol and restroom symbols; these picto- graphs transcend language barriers. LEGIBILITY In 1970 wayfinding expert Paul Ar- thur' determined that a minimum of I" of height of capital letters on a sign is desirable for every 50 feet of viewing 6" s ' v L 4" a� = 3" v J 2" N d lJ � ii 0 Viewing Distance (feet) distance. Therefore, if a sign must be read beginning at a 150 -foot distance, the letters would need to be a minimum of 3" high. The SEGD recommended 1" of cap- height for every 25 feet of viewing distance, with a minimum of 3" cap height, per ADA guidelines for directional signage. If a sign must be seen and read beginning at a distance of 150 feet, then a desirable cap- height for sign letters under the SEGD guide- lines would be 6 ". This determination varies with visual acuity, lighting, and roadway conditions and the sign design and typography. CONTRAST Contrast is another component of leg- ibility. Lighter colored lettering on darker backgrounds typically provides better contrast and is more readable, particularly at night. Studies have shown that white reflective backing or lit backgrounds can overwhelm darker letters at night— diminishing their per- ceived line weights and making the wording harder to discern. Raised dark bronze letters on stone backdrops may not have enough contrast. Gold leaf signs with colored backgrounds are another sign type where color choices and shadows can substantially affect legibility. COLOR AND SHAPE Color also is a factor in legibility and for system use. Color -coded and shaped 4 0 1 ASLA Landscape Architecture Technical Information Series signs are typically used in airports, as well as in the MUTCD. We all recog- nize the red octagonal stop sign; at the arrival to the airport we follow color - coded directional signs for arrivals or departures or the specific airline we are traveling on. MUTCD employs green and white for interstate guide signs and yellow for traffic warning messages. These colors are thus connected with the nature of the message being con- veyed. It is recommended that basic colors be employed: yellow, blue, red, green, orange, and brown. Hues and shades of certain colors are often hard to distinguish from one another, and color -blind individuals have difficulty with them (i.e., navy blue and black are hard to separate). READING /VIEWING TIME There is very little literature on viewing times for sign messages. Viewing time depends on sign legibility, sign design, sign context, travel speed, viewer's eyesight, and weather conditions. A Pennsylvania Transportation Institute publication entitled Sign Visibility: Research and Traffic Safety Overview concluded that a minimum of 1/4 to 1/2 second was required to read each indi- vidual word in a message. Ten items of information or words would require a minimum of two to five seconds to read. Five seconds minimum reading time is a guideline for a three line, 10 -15 mes- sage unit sign with an upside time of 6 -8 seconds for readability, depending upon viewer and message. PERCEPTION The location of a sign and ambient lighting of the sign will often deter- mine its effectiveness. Signs need to be placed in carefully considered lo- cations so that they 1) do not compete with other signs or elements in the landscape; 2) are readily viewable with adequate decision - making time; 3) are not partially obstructed; and 4) can be seen with the vertical and horizontal viewing ranges of the average person. INTERNAL OR EXTERNAL ILLUMINATION ClearviewHwy (shown as the top example in each of the two images) is a new type- face developed for highway signs which improves upon the legibility (particularly for elderly drivers) of the traditional Highway Gothic lettering. Illumination has to be designed care- fully. The goals are 1) to not create a "halo" effect of white light around dark letters; 2) to provide uniform lighting levels for the sign messaging; and 3) to avoid glare or light spill beyond or outside of the sign surface. Strip light- ing atop a sign is often more effective than spotlights, for example. Many directional signs for vehicles have re- flective lettering and /or backgrounds which provide for effective viewing at Wayfinding Systems I Principles and Practice WHEN SIGNS DON'T WORK Signs don't work if they fail on a technical level because 1) they are not located in a visible or appropriate location; or 2) they are not legible due to such things as improperly sized letters or the lack of sufficient contrast between typography, imagery, and background. Signs don't work if they fail on a semantic level because they don't make sense or effectively convey to the viewer relevant information or a clearly understood message. 15 Illustrations Courtesy of Meeker & Associates ANATOMY OF A SIGN A sign is composed of many components; this overview outlines many of the considerations that guide sign design, fabrication, and installation .i ■ LIGHTING Options include: Top - mounted "down" lights; Ground - mounted "up" I hs; Internal illumination; Reflective lettering; Ambient lighting from street lights ICON, LOGO or SUPPLEMENTAL GRAPHIC ELEMENT Derived from: Geographic/commercial context; Relevant/established images MESSAGE Clarifies rather than complicates; Uses short (vs. long) entries; Relies on accepted /understood language Distinctive elements: Legible typography; Graphic design and layout; Color and contrast; Directional information and symbols SHAPE AND SIZE Determined by: Sign type; Requirements of MUTCD and local regulations; Application /location (i.e., highway vs. pedestrian scale); Local context; Project program and design approach; Need for supplemental sign panels MATERIALS AND GRAPHIC TECHNIQUE Derived from: Project program and design approach; Use of sustainable 2. 3. or "green "materials /methods; Budget parameters; Available resources SUPPORT SYSTEM Options include: 1. Center post; 2. Pylon support; or 3. Double posts May incorporate: Architectural, decorative or streetscape design elements ■■ ■ Tamper - resistant construction /hardware r INSTALLATION Options include: Direct burial;"Sonotube °type foundations; Poured concrete footings; Flanges for embedded anchor bolts; "Brea k- away" posts LOCATION AND PLACEMENT Important considerations: In advance of decision- making points; Sign clutter reduction through removal or consolidation of existing signs; Traffic signs such as speed limits and warnings must be placed in conformance with MUTCD requirements for same; Maximizing visibility; Ground clearance (5' +typical); Location with respect to 1. Context and other streetscape elements, 2. Utilities (underground and overhead), and 3. Appropriate setbacks night, without the need for electrical lighting, which can be difficult to in- corporate. LAYOUT The layout of the sign is a critical step where a number of the key design considerations for information design come together. Letter size, typeface selections, arrow size and locations, and the use of symbols must all be in- tegrated to achieve maximum clarity The messaging must be aligned in a consistent manner when multiple pan- els and messages are required. Current practice supports arrow placement on the side of the message to which the viewer is being directed, rather than arrows being all stacked above each other regardless of which way the ar- row is pointing, as a more effective way to guide the viewer. Destinations which are in the same direction should be stacked together rather than sepa- rated. Symbols or pictograms selected should be readily understood and their visual relationship to the lettering carefully considered. Symbols also need to be placed in a consistent manner. The size of the sign panel in relationship to the lettering should provide sufficient area for the message and to set it off from the background. MESSAGE Messaging, or what the sign says, needs to emphasize clarity and logic above all else in communicating ef- fective information. It is critical to use short lines of information, with short, uncomplicated words that are generally accepted and understand in the common language of the locale. In sign verbiage, less is truly more, as viewers need to grasp the essence of ASLA Landscape Architecture Technical Information Series the information and move on. This is particularly true for roadway - oriented signs. Messages should be limited in number, without gaps in content, and with arrows placed in close proxim- ity to the text with which they belong. Proper letter, word, and line spacing also facilitate message comprehension. The use of common names and familiar wording or naming for destinations is another important factor to consider in order to ensure that the greatest number of people understand the content and purpose of the message. ' Garvey. "The 12% Solution". '- From a speech by Paul Arthur, "Who Will Help Me Find My Way ? ". Wayfinding Systems I Principles and Practice El 71 This page is intentionally blank ASLA Landscape Architecture Technical Information Series Design Process C onsiderations for designing a prototypical urban wayfinding system are based on a problem - solving approach that begins with a mission or program statement, includes an existing conditions inventory and as- sessment phase, and then continues through to post - construction evaluation and consequent refinement based on the performance of the system compo- nents. The outline for this approach is as follows: 1) DEVELOP PROBLEM AND OPPORTUNITY STATEMENT At the outset a set of goals or program must be established to guide the design and development of the system. The first step is to develop a problem and opportunity statement, establishing current condition, need, and a program to address the need. The overall charge thus may include: • design for the first -time visitor • design for the carless visitor • design for circulation • integrate information systems: print, signs, audial, tactile, environmental • provide /delineate ADA and Univer- sal Design parameters /track through project 2) INVENTORY AND ANALYSIS Inventory and analysis is the next step. This addresses existing conditions, as- sesses the nature of the challenge in the context of the environment, and identi- fies the hierarchical system of wayfind- ing as it needs to be further developed in response to the program and the current conditions. 2.1) VEHICULAR WAYFINDING TO IN(LUDE: • from interstate or major road to downtown • from interstate or major road to specific destinations • from interstate to venue or event • travel from point to point within city /town • access and direction to parking and parking entry identification • internal circulation /origins and destinations • sign visibility, legibility, location, quantity, quality 2.2) PEDESTRIAN WAYFINDING TO INCLUDE: • travel from point to point in town/ city and environs • access to and information about public transit • circulation system quality and condition • pedestrian safety and traffic calming initiatives 2.3) THE PROCESS FOR ASSESSMENT AND EVALUATION MAY INCLUDE: • interviews /decision making with client and user group • confirmation of issues, needs and the development of concepts, de- signs and actions in response • coordination and communica- tions with stakeholders, visitors, residents, operators, community officials • identification of Universal Design initiatives as well as the need to address accessibility issues and opportunities • circulation studies Wayfinding Systems I Principles and Practice SEGD The Society for Environmental Graph- ic Design is a non -profit international design association with over 1,000 members, each contributing visual communication and information sys- tems for the built environment, also known as environmental graphic de- sign (EGD). SEGD is headquartered in Washington, D.C., with 20 regions headed by member chairs. There is a wide array of profession- als involved in SEGD, including inte- rior designers, architects, landscape architects, industrial designers, and graphic designers. There is also a va- riety of EGD types, such as wayfinding systems, signs, exhibit design, identity graphics, civic design, pictogram and symbol design, maps, and themed environments. Some of the opportu- nities of SEGD memberships involve annual conferences, educational pro- gramming, regional meetings, and the annual design awards program. Adapted from Society for Environmental Graphic Design. What is SEGD? Society for Environmental Graphic Design. Benefits. 19 C ) ADMISSIONS OFFICE] INTERSTATE ee.. ' � Wmlw . �tlY■i� i In this example, signs guide visitors (and prospective students) in their cars to the Admissions Office. STEP O The interstate. Visitor follows interstate guide sign to Exit 14 West. STEP © The visitor has now left the off -ramp and is on Williston Road traveling toward campus. Campus district signing is provided atthis pointwith directional guidance to main campus areas. STEP © The visitor has reached boundaries of campus. Specific destination directionals within the university campus are provided here. Admissions is an important first -time destination and thus is featured on an auto directional sign. STEP 0 Additional sign with specific university orientation. Visitor follows sign and arrowtoward Admissions STEP © A freestanding building identification sign confirms that visitor has arrived at Admissions. STEP 0 After leaving Admissions, the visitor can use one of the "talking sign" directories to further explore campus on foot. GETTING FROM HERE TO THERE A step -by -step decision - making process guided the development of a hierarchical system for wayfinding at the University of Vermont. This sys- tem relies on a range of sign types, maps, and even landmarks to help guide campus visitors to their desti- nations. Beginning at the interstate, and ending with individual room numbers and designations, the way - finding program incorporates direc- tional signs, kiosks, maps, building identification signs, and interior di- rectories to ensure that visitors have sufficient information and guidance to assist them as they travel to and around the university campus. Wayfinding programs employ a range of tools and techniques to assist the individual as he or she navigates an environment. At UVM these tools include the directional sign system pictured above as well as handheld or web -based campus maps, kiosks with directories, pedestrian signs on pathways, and landmarks which visitors use to orient themselves. Banners reinforce campus boundaries and the university's identity. Drivers operating the campus shuttles also provide guidance to visitors and newcomers. Finally, each building has a standardized interior directory that directs people to specific rooms and destinations, which are also identified using the same graphic approach and typography employed throughout the system. ASLA Landscape Architecture Technical Information Series 2.4) MAPPING AND PHOTOGRAPHIC INVEN- TORY METHODS SET FORTH KEY FACTORS IN SYSTEM DESIGN: • current conditions on the site, prop- erty, district, city, region, as appli- cable • desired or identified destinations • the decision - making points • corresponding sign and wayfinding components and their effectiveness 3) PROGRAM DEVELOPMENT Program development is the next step, which evolves from the previous ac- tivities and presents the system com- ponents. 3.1) SYSTEM NEEDS AND COMPONENTS: • the wayfinding hierarchy and the sign and wayfinding components • kiosks and information centers • printed communications /wayfinding maps • accessibility initiatives /Universal Design elements • circulation network; layout, lighting, and the need to address vehicular and pedestrian safety • inclusion of parking facilities and parking garages as part of the over- all system • coordination with the public transit system • connectivity with public art, land- scape /architecture, streetscapes • overall sign clutter reduction: sign inventory and refinement through sign removal, sign relocation, or sign collocation • coordination with existing programs • inclusion of interpretive signs or ele- ments and information systems • regulatory parameters and coordi- nation with the provisions of the MUTCD 3.2) CONCEPTUAL, SCHEMATIC, AND DETAILED DESIGN OF SYSTEM ELEMENTS 3.3) IDENTIFICATION OF /INTEGRATION WITH ACCEPTED DESIGN STANDARDS 3.4) DEVELOPMENT OF INTERPRETIVE PRO- GRAMS • research and standards for the program and goals • design options developed to address interpretive elements /sites 4) PERMITTING Most projects in the public realm either require permits or need to address pub- lic standards or codes. Often projects require local, regional, state, and some- times even federal involvement in the permitting process. 4.1) CODE COMPLIANCE AND PERMIT PRO- CESS • address all applicable codes • applicability of and conformity with MUTCD /ADA and other standards or laws where appropriate • coordination with public works/ transportation agencies • permit applications and hearings • revisions or refinements based on review process or permit conditions 5) IMPLEMENTATION The final step in the development of the wayfinding system is actual imple- mentation on the ground after develop- ing, if necessary, a phased approach. A number of considerations also enter into this part of the effort, including budget and cost estimates for the proj- ect, the development of bid documents and specifications as needed, the actual construction phase, and the operation and management of the system as a whole. After a year of the wayfinding system's operation it is desirable to Wayfinding Systems I Principles and Practice 21 LESSONS FROM THE ROAD An example of an approach to sign- ing as applied to scenic byways: "Along scenic byways, signs should contribute to the visitor experience by helping visitors find their way and the services they need without degrading the scenery. And since visitors come from around the world, signs must communicate across lan- guages and cultures: a complicated job for a tool that rarely has moving parts.' "Three Cardinal Rules: 1. Too many signs clutter the view and detract from the visitor experience. 2. Conflicting and redundant signs lead visitors and residents to doubt their value. 3. Inadequate information leaves visitors frustrated and unable to use byway services and facilities. Unhappy visitors don't stay and they don't return.' National Scenic Byways Program Lessons from the Road conduct a post - construction evaluation to assess how the system is performing and to determine whether any changes, repairs, or refinements are required. 5.1) OVERALL IMPLEMENTATION PLAN • priorities for phasing • developing and managing the budget and addressing funding sources or requirements • strategic partnerships for manufac- ture /installation /maintenance • sustainability and LEED applicabil- ity 5.2) BID AND CONSTRUCTION PHASE (IF PART OF THE PROJECT) • developing bid and construction documents • bidding and construction 5.3) OPERATION AND MANAGEMENT • developing /implementing policies for sign management • post construction review and refine- ment/or year adjustments Some Elements of Wayfinding INTERPRETIVE SIGNS Interpretation is both an old tradition and a new science. There have always been sto- rytellers, interpreters of human culture and natural phenomena, telling the stories of places and people. - Sarah Blodgett, President National Association for Interpretation 1 Interpretation I is the means by which we learn about a natural, historical, or cultur- al resource, event, or site. In outdoor set- tings interpretation typically is conveyed through interpretive signs or objects and programs. The interpretive sign or other three - dimensional object communicates or interprets a story or theme through images, words, sound, and/or interac- tive elements mounted or housed in a pedestrian- scaled construct. These inter- pretive signs or objects are most often lo- cated at a site that is directly related to the information that is communicated. Interpretive signs and elements are with- in the province of exhibit design, with the caveat that when employed outdoors other factors come into play. Landscape architects play a role in siting these ele- ments and incorporating access, lighting, seating, and other amenities. The inter- pretive system can and should be part of a "family" of signing and waytinding elements, which may include trailblazer signs, identification signs, information kiosks, banners, and architectural and landscape designs that provide orienta- tion, guidance, or direction. These ele- ments, along with printed matter and an overall visual identity, may constitute a comprehensive information system. The baseline for interpretive sign design is a simple signboard, either on pylon or angled signboard, within a traditional format. Porcelain enamel or composite plastic manufacturing process should be considered for weather and vandal resis- tance—they readily incorporate electron- ic graphics. Bronze or other metal plaque material may be considered for other aspects of the interpretive program, and these materials can be photo - etched. Signs and interpretive information can be keyed to a walking tour and accom- panying maps and brochures. Walking tours are facilitated by signing and may be enhanced with the addition of three - dimensional components and wayfind- ing methodologies such as paving and surface marking. It is recommended that a consistent identifying element or elements be employed to tie an outdoor ® I ASLA Landscape Architecture Technical Information Series interpretive system together visually, physically, and conceptually. An addi- tional element to an interpretive system in an urban environment can be building identification plaques or signs developed for both information and orientation pur- poses. The interpretive system may employ three - dimensional constructions and representations of artifacts associated with the interpretive subjects. Interactive opportunities will be proposed. BASIC PRI NCI PLESFOR INTERPRETIVE SIG NS, EXHIBITS, AND PROGRAMS: 1. Play and fun must be part of the visitor's experience. Informal learning depends on visitors giving focused at- tention to the exhibit; what is learned depends on the quality and organization of the content. 2. Exhibit design is a function of con- tent, delivery modes, and visitor profiles. The success of the exhibit relies on its design, how the content is organized, and receivers' reactions based on their interests and predispositions. 3. Visitors process environmental expe- riences and behave in certain ways. Lei- sure- oriented visitors respond to exhibits in identifiable patterns which include a) nonlinear paths of travel, b) exploratory behaviors, c) visually oriented behaviors, d) action - oriented behaviors, e) socially oriented behaviors, f) time limitations, g) exhibits that come to life and have refer- ence to familiar things and experiences. 4. Successful exhibits are straightfor- ward and relevant. Exhibits must com- municate what is important. 5. Interactive opportunities and incen- tives encourage involvement. Outdoor exhibits should stimulate discovery, chal- lenge, and manipulation. They should provide novelty and surprise, freedom of choice, and include take -away items and/ or incentives. GATEWAYS AND LANDMARKS The importance of gateways and land- marks in establishing a sense of place and a sense of welcome and arrival can- not be overestimated —it is for this rea- son that gateways are often considered to be part of a wayfinding program. An approach to a community or special environment is typically along a high- way or road corridor. Gateways can be clusters of historic buildings or monu- ments at the edge of a district or a land- scaped boulevard entering a campus. Landscaping is a typical gateway ele- ment; examples include rows of speci- men trees or a planted median with sculptural elements or a welcome sign. Distinct visual elements are often em- ployed to establish a connection with the setting and the community that res- onates with resident and visitor alike. One of the most noted gateways in America is Eero Saarinen's Gateway Arch in St. Louis —the symbolic portal to the American West. Another impres- sive example of gateway design can be experienced at the Los Angeles Airport (LAX). Merging architecture, lighting, graphics, landscape, and design, tow- ering pilons as envisioned by Selbert Wayfinding Systems I Principles and Practice SOME EXAMPLES OF INTREPRETIVE SIGNS Combining text with unique elements, such as the LCD display shown above, are effective ways to increase interest in interpretive signs and their subject matter. Photo Courtesy of Selbert Perkins Design Collaborative An interpretive sign detailing transportation in the Port of L.A. is both scenic and informative. 23 GATEWAYS AND LANDMARKS: POWERFUL ELEMENTS OF WAYFINDING Perkins Design Collaborative create a true portal to the airport, and in many cases, the country. Noted architect Christopher Alexander, in his landmark book A Pattern Lan- guage, addressed the concept of gate- ways in this manner: Any part of a town —large or small —which is to be identified by its inhabitants as a precinct of some kind' will be reinforced, helped in its distinctness, marked and made more vivid, if the paths which enter it are marked by gateways where they cross the boundary. Many parts of a town have boundaries drawn around them. These boundaries are usually in people's minds. They mark the end of one kind of activity and the begin- ning of another. In many cases the activi- ties themselves are made more sharp, more vivid, more alive, if the boundary which exists in people's minds is also present physically in the world .4 MAPPING People use signs, landmarks, verbal di- rections, and maps to guide them to and through unfamiliar areas or destinations. Of these methods, mapping is perhaps the most resonant and universal means of documenting our environment. Map- ping is a reflection of humans' internal and external geographies. As Katharine Harmon states in her introduction to You Are Here: Mapmaking fulfills one of our deepest desires: understanding the world around us and our place in it.' Maps are often integral components of a wayfinding program, and are used as part of public transit systems, on campuses, in airports and hospitals, and to guide visi- tors in institutional and commercial envi- ronments. Available as printed brochures, tear -away sheets, or directories, maps can also be permanent elements in a struc- ture, or panel, which is part of a sign system. In the twenty-first century maps are often available online for specific sites, or through programs such as Map - Quest or Google Earth, which provide aerial photography and 3 -D imagery of selected sites. Personal digital assistants (PDAs) such as the Pahn Pilot products have been programmed to provide guid- ance for first -time visitors in such places as airports and universities. The benefits of maps include enhancing the visitor's experience and safety in any locale. They have even been shown to improve traffic flow. A successful Park and Walk program in the resort village of Manchester, Vermont, includes direction- al signs to guide visitors to convenient parking locations. Once there, kiosks and take -away map brochures encourage walking to various destinations, all with- in ten minutes. This initiative effectively reduced traffic congestion in the historic district, where traffic search patterns for parking spots next to retail stores were a core problem. The most accessible and effective maps are those which provide a three - dimensional or bird's -eye perspective. The bird's -eye view approach dates back to the nineteenth century and was de- veloped to portray important towns and villages. The famous Michelin Guides employ axonometric' views of cityscapes to help the reader navigate those com- plex environments. These maps respond to those who have difficulty translating two - dimensional views by supplying an illustrated three- dimensional reality. Orthographic' maps must be developed with sufficient clarity, logic, and sim- plicity and need to be derived from the existing site features, scale, and layout to 4� 1 ASLA Landscape Architecture Technical Information Series Photo Courtesy of Pi Iotlnternational.org Photo Courtesy of Selbert Perkins Design Collaborative provide appropriate orientation. Abstract maps such as subway routes are useful for riding transit systems, but often relate only contextually to the actual geogra- phies they portray. KEY CONSIDERATIONS FOR EFFECTIVE MAPS: • Provide sufficient and necessary in- formation; too much information can undermine the utility of a map. The map should be tailored to the site and use it is intended for. Simplicity and a focus on essential information (based on key landmarks and destinations) are desired qualities for wayfinding maps. Proper place names, transit stops, pub- lic parking areas, and restroom loca- tions are key ingredients. Legends and location grids help make maps easier to use. • Basic colors should be employed with logic and constraint: green for parks and open space; blue for water fea- tures; etc. People can remember or use only a limited number of color refer- ences. • Printed maps are easier to use than fixed maps; they are portable and can be properly oriented based on the user's location. When you walk away from fixed maps or directories, how long do you remember the information you need? • Maps in kiosks or mounted on signs need to be oriented in the direction that reflects the viewer's position, provid- ing a direct and logical relationship between what is being read and what is being seen. A walking scale is also helpful for promoting walking rather than driving. • Noted graphic designer and map maker Joel Katz has said that maps are a form of placemaking and that "the most suc- cessful maps and diagrams represent the best compromise between function and appearance." a Materials and Fabrication The range of materials and fabrication techniques that can be used in way - finding systems is potentially infinite. Design strategy, the intended "look and feel ", project setting, and project bud- get will steer many of these choices. Materials regularly used for signs and support systems include wood, metal, plastic, fiberglass, stone, and fabric. Materials and techniques regularly used to create text and images include carving, etching, cutout and/or printed vinyl, digital printing, screen print- ing, and cutout lettering and graphics. Graphics embedded in resin or fiber- glass panels are readily available and highly durable solutions that allow full - color images and text to be integrated into the sign panel itself. In addition to these standard materials, a design can be set apart by employing innovative materials and finishes, recycled and salvaged materials, or traditional mate- rials in creative and artistic ways. Even sound, light, and water can be used in wayfinding systems. Some of the most striking wayfinding elements are as much sculptural as they are directional and informational. There are key factors, however, that must be considered with any material or fabrication choice. Typically, the most important are durability, fabrica- tion and replacement costs, and ease of changing if necessary. Wayfinding systems are subjected to surprising degrees of abuse from weather and people; they must be able to withstand these tests for many years. Durable, well- maintained signs are easy to read and send the message that the owner Wayfinding Systems I Principles and Practice 25 A map for WaIkPhiladelph!a! helps pedestrians find their way. cares about their investment. Below is a short list of materials and finishes that have proven successful in a wide range of applications. MATERIALS A sampling of materials used for sign boxes, panels and bases: • wood (medium density overlay plywood or MDO)— cedar, ma- hogany, redwood • metal (aluminum, steel, brass, bronze) • stone (concrete, granite, marble) • sign foam (high - density urethane foam or HDU) • concrete/brick FINISHES A sampling of signboard finishes: • powder coating (recommended, safer than paint and very durable) • painted -on and baked -on sign enamel (many available) • natural or intentional patinas (on brass, bronze, copper, etc.) • penetrating stains and sealers (on natural wood) ILLUMINATION Most signs and wayfinding elements must be visible at night and in poor weather conditions. There are often many options for illumination, and again, project criteria and budget will make some more appealing than others. Reflective vinyl lettering and graphics are widely used in directional signing, primarily on roadways where vehicle headlights and ambient light serve as sources of illumination. In some cas- es, ambient light from sources such as street lights and building interiors is adequate to illuminate identification or informational wayfinding elements, but most often, lighting dedicated to or integrated with the sign is necessary. External light sources include spot lights, strip lights, neon, low- voltage, and solar powered fixtures. In addition to fixtures designed by and for the sign industry, landscape lighting fixtures are often appropriate due to their relatively small scale. Light fixtures can be placed above the sign and can be incorporated into the sign base or ground mounted. Al- though this may be the least costly op- tion, in many cases down lighting is preferred. More and more municipali- ties have begun to encourage or require down lighting, particularly in suburban or rural settings.' Shielded down light- ing can prevent glare and light pollu- tion and can be achieved by strip light- ing designed to fit into or on the sign or with spotlights mounted on projecting poles or goosenecks. Acceptable light levels are often determined by local zoning ordinances. Local regulations may also set forth requirements re- garding a third lighting option, which is internal illumination. The overall look and light levels produced from internal lighting can vary greatly. For example, a sign with dark letters on an internally lit light background will ap- pear much brighter than the same sign with light- colored letters glowing on a dark or opaque background. Another option that can lend an elegant look is halo lighting. In this case a dimen- sional graphic or lettering has an open back and lighting inside, allowing light to reflect off of the mounting surface, such as a building or stone wall. INSTALLATION The method by which a wayfinding element is affixed to the ground, a building, or a landscape feature is per- haps one of the most important design considerations. Installations must be ASLA Landscape Architecture Technical Information Series strong, safe, and able to withstand all predictable environmental forces, pri- marily wind and water. Signs can have concrete or masonry footings and bases or can use direct burial methods. In applications where a solid concrete or other hardscape exists or is planned, baseplates and anchor bolts may be the best solution. Anchor bolt systems al- low the sign to be removed for repair or replacement without disrupting the footing or ground surface. Sign in- stallations on roadways, particularly within a public right -of -way may be re- quired to have break -away post bases. These systems allow the sign and posts to collapse away from a vehicle when impacted. They can prevent serious injury in a collision by preventing the sign assembly from falling on the ve- hicle and may even save the sign panel so it can be re- installed. Federal, state, and /or local traffic safety laws will de- termine whether a break -away installa- tion is required. Most sign fabricators have a preferred method; some are attracted to the sim- plicity of direct burial, others recom- mend the permanency of a concrete footing. Whichever installation method is selected, measures must be taken to provide a long - lasting installation that prevents movement and deters rot, rust, and other weather - related degradation of the sign and mounting system. Ad- ditionally, it is essential to ensure that signpost and foundation placement will not interfere with underground utilities. Each state has a state utility notification center (the name varies by state) which must be contacted before digging com- mences. SIGN PLACEMENT Local and state codes and regulations as well as the guidance of the MUTCD typically govern sign placement in the public right -of -way. For example, ur- ban codes often require a minimum of a 25 -foot setback from intersection for signs so as not to interfere with vis- ibility for drivers. Signs must be placed in locations that are readily visible and provide sufficient viewing distance for decision making. The need for suffi- cient clearance dictates that, for safety purposes, signs placed in the right -of- way or along sidewalks be set at an appropriate height. A seven -foot clear- ance from the ground to the bottom of the sign panel will avoid conflicts with pedestrians. Signs should be placed in locations where they do not interfere with other signs or where visibility will not be compromised by the presence of vegetation, utilities, or structures. In colder climates, sign panels need to be set higher than typical snow depths. Identification signs are typically lo- cated at the site entrance points and, if possible, are more appropriately placed at the outside edge of the right -of -way. Decision - making points guide the loca- tion of directional signs, and informa- tion elements such as kiosks need to be placed where pedestrian activity is high and where there is adequate "pooling" space surrounding the structure. Most signs and wayfinding systems re- quire a local permit and thus are sub- ject to local review and approval. Most communities have sign codes which dictate parameters for design, size, lighting, and location of signs and their associated support structures. A publi- cation of the American Planning Asso- ciation, Street Graphics and the Law, revised in 2004, provides a compre- hensive guide to ordinances and codes which govern the planning, design, and Wayfinding Systems I Principles and Practice 27 placement of signs. Regulations and Laws MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES While most states have adopted the MUTCD for state and local road sign standards in both rural and urban areas, there are gray areas for the regulation and implementation of sign systems. States are beginning to refine their stan- dards to acknowledge and accept way - finding systems for downtowns, scenic byways, and heritage corridors. The MUTCD now includes specific standards for Tourist Oriented Direc- tional Signs, referred to as the TODS program, which provide directional information to businesses and desti- nations that serve travelers and those touring for pleasure. While a number of states have adopted this program, there are limitations to its use and design creativity. This has prompted many states to adopt alternatives to the standards for color, letter height, type- face, and messaging. New Hampshire, for example, has adopted a standard of brown - colored TODS to guide travel- ers to winter resort destinations. Color contrast remains a critical component, with a contrast of 50 percent and pref- erably 70 percent desired between fore- ground letters and sign background. KEY CONSIDERATIONS WHEN WORKING WITH STATE DEPART- MENTS OF TRANSPORTATION: • Recognition of state statutory re- quirement to follow the applicable provisions of the MUTCD • The state's need to understand the parameters of the sign system you are proposing and the "family" of signs, their designs, applications, and locations • The importance of working with both state and local highway admin- istrators, engineers, and supervisors early and often in the development of signs or systems which will be placed within or adjacent to the road right -of -way • An understanding of the precedents and examples from other states when proposing new signs or systems which may differ from the systems already in place t Brochu and Merriman, Personal Interpretation, p. 22 2 For more information about interpretation, see Brochu and Merriman, Personal Interpretation or the National Association for Interpretation web site at www.interpnet.com. 3 Adapted from the work of Chandler Screven, Ph.D., University of Wisconsin Laboratory for Visitor Studies. 4 Alexander, A Pattern Language, p. 277 5 Harmon, You Are Here. 6 Axonometric drawings represent three - dimensional views of an object. They are paraline drawings (all par- allel lines remain parallel), with all lines are drawn to scale. Objects are in scale to each regardless of their depth in the image; this is different than in perspec- tive drawings where objects further away are drawn smaller— receding in the "distance." Orthographic drawings are the most commonly used architectural drawings, and include plans, sections, and elevations. They are a form of paraline drawing where planes are represented in the same scale. The forms of the objects being represented are parallel to the drawing surface and presented without distortion of foreshort- ening. The objects are represented to scale in the right shapes and proportions. s Katz, "Some Thoughts About Mapmaking ". 9 The International Dark Sky Association, based in Tuscon, Arizona, provides a range of guidelines and information with regard to lighting and night sky pol- lution. The organization has an International Dark Sky Fixture Seal of Approval Program that certifies dark -sky friendly lighting fixtures and provides a list of manufac- turers and products that meet their standards. For more information go to www.darksky.org. ASLA Landscape Architecture Technical Information Series DIRECTION PHILADELPHIA A project requiring approximately 3,000 hours of design time, three years of design, and two years of prototype installation has resulted in a dynamic wayfinding system for Philadelphia. One of the few city -wide systems in the United States, it works well in neighborhoods ranging from historic colonial to densely urban. The project was a collaborative effort involving designers, institutions, government officials, city convention and visitors bureaus, and nonprofits. Bright colors and historic typestyles provide visibility, legibility, and a connection to the city's history. A project design manual sets standards for implementation and provides a framework for phasing plans. UNIVERSITY OF VERMONT Initiated by its office of Campus Planning Services, the University of Vermont has implemented an award - winning pedestrian and automobile wayfinding program. Classic design connects the project to the history of the university, while distinct color harmonizes with both urban and ru- ral campus environments. Innovative signs, such as solar - powered pedes- trian directories, have been recognized as examples of "green" design by the SEGD. The project has been widely ac- knowledged as a major improvement to the UVM community and its identity, and has been awarded a Certification of Merit by the Vermont Planners Asso- ciation. A manual of design standards was developed to guide future installa- tions and maintenance. 'I ts. Wayfinding Systems I Principles and Practice Established less than a decade after Direction Philadelphia, WalkPhiladelphia! brought the city's wayfinding program to a pedestrian scale— incorporating maps and signs with walking times. The two pro- grams have influenced wayfinding systems all over the country. The University of Vermont is part of an overall city district in Burlington, Vermont. Campus dis- trict signs were developed as part of the overall sign system to provide guidance off - campus. 29 n +Y t� BRISTOL LEGIBLE CITY Bristol Legible City was created to pro- vide cohesive yet place- specific design throughout the city of Bristol, England, and in doing so imbue the city with a unique sense of place. The goal of this project was to "improve people's un- derstanding and experience of the city through the implementation of identity, information, and transportation proj- ects integrated with artists' work." The 15 -year plan began with identity devel- opment, pedestrian signage, strategic information provision, and artworks. Public information resources installed included signage, "heads up" maps, and touch - screen information consoles. Innovative street furniture and artwork were used to connect the information with its location, and a city web site allows visitors to access information before they even arrive. CITY OF MANCHESTER Assisting visitors, residents, and com- muters to reach their destinations was the primary goal of the Manchester, New Hampshire, Wayfinding Program. Commissioned by the city's Planning Department, a comprehensive strategy was developed with economic, traffic safety, aesthetic, and cultural benefits. Saturated colors differentiate services, while clear typography guides onlook- ers both by vehicle and on foot. Infor- mation directories and kiosks provide insight into the history of the city and surrounding areas. The city is current- ly researching funding options. ASLA Landscape Architecture Technical Information Series LOS ANGELES AIRPORT A rainbow of colors, in the form of 120 -foot towering pilons represent- ing "unity and diversity," welcome and guide visitors to Los Angeles In- ternational Airport. Part of an overall waytinding system that emphasizes consistency and legibility, the gateways utilize technology and lighting effects to emphasize the culture, energy, and excitement of Los Angeles. BLACKSTONE RIVER VALLEY The National Heritage Corridor extends through two states (Massachusetts and Rhode Island), 25 towns and numerous historic sites. A recognizable program was implemented linking these areas and providing insight into the region's past. Muted and natural colors, recall- ing the industrial revolution, add depth to this complete system of interpretive and waytinding signs. A logo connect- ing all of the towns and sites along the corridor was created, in addition to a marketing brochure and newsletter. h� I! Wayfinding Systems I Principles and Practice 31 SEVEN HILLS PARK The creation and use of landmarks and a sense of place can be an effec- tive form of wayfinding. Seven Hills Park in Somerville, Massachusetts, is an example of this approach. A public space that acts as a gateway to other linear parks was given a distinct sense of place through large- scale, hand - carved sculptures representing the original seven hills of the city. Each sculpture is intricately detailed and represents a historic activity that took place on each hill. The brick and gran- ite bases of each tower have an inset interpretive plaque detailing their significance. The tower structures are reminiscent of local railroad history and rise above surrounding one -story buildings. The end result is whimsi- cal, educational, and a source of civic pride. ® I ASLA Landscape Architecture Technical Information Series s our environment becomes more complex and further developed, the need will only increase for more sophisticated navigational systems, ac- cessible information, and guidance for traveling from place to place. While people may have been "pointing the way" since the beginning of civili- zation, it has only been in the last 50 years that wayfinding as a practice and discipline has come of age. As we continue to study human behavior and learn more about how we perceive, process, and perform functions, these lessons will be incorporated into the standards for design. Indeed, as high- lighted in this document, studies on vi- sual acuity have led to refinements in typeface design on roadway signs for the increasing population of elderly highway drivers. Electronic Wayfinding New technologies such as intelligent transportation systems will employ ever more facile electronic signs and messaging. The age of individualized directions is here, as exemplifed in the innovative systems described below. PDA'S AND NAVIGATION SYSTEMS One look to the future comes from ex- periments that have been conducted in airports and other large public facilities with PDAs (handheld computers) be- ing "loaned" to certain users as they ar- rive. These units have mapping and or audible guide systems built in to assist individuals as they travel through the complex to various destinations. A more widespread application of electronic wayfinding can be expe- rienced with the development of on- board computer navigation systems that are now becoming prevalent in higher end vehicles. These systems rely on mapping software that guides a traveler to a destination once the start and desired end point are programmed in. Road maps appear on a screen with the route outlined; voice - activated di- rections supplement the map directions and are quite effective in prompting the driver to anticipate the appropriate turning movement well in advance of a decision - making point. Despite the ef- ficacy of these systems, they will never totally replace the need to rely on signs, which provide on location confirmatory information and guidance. LOGAN AIRPORT'S PARKING GARAGE MONITORING SYSTEM' Many people have experienced the frustration of arriving at the airport af- ter a long flight and completely forget- ting where they parked their car. Not only is it a nuisance but it can also be very time- consuming. Fortunately, there may be a solution in the future: a new parking garage monitoring system that is currently being implemented at Logan International Airport, making it much easier for travelers to find their cars. As one of the most high -tech parking garage monitoring systems in the coun- try, this unique form of wayfinding and information design not only monitors the number of spaces available in the parking garage by way of computer- ized signs, but also tells where those spaces are and, in some cases, specifi- cally what cars are there. Currently, the system is part computer and part Wayfinding Systems I Principles and Practice KEEPING DOWNTOWN ALIVE The importance of wayfinding for downtowns was highlighted by Mark Brodeur in the April 2003 is- sue of Planning in an article entitled "Ten Tips For Designing a Consumer Friendly Downtown.' Brodeur's Tip #10 was: "Establish an awesome way- finding programmA simple informa- tional kiosk, readily visible parking signs, and a downtown map can not only provide valuable information but can also be made into a work of public art. Well- designed wayfinding elements benefit all ages, particular- ly the elderly. Another integral part of creating a wayfinding program is to design our downtowns with the consumer and downtown business- es in mind. Some municipalities feel that creating such a program would detract from non - downtown busi- nesses, but consumers will not go downtown unless their pathway is clearly identified. As a whole, imple- menting a well- designed wayfind- ing program can help create a more livable and economically viable downtown. Some examples of downtowns with effective wayfinding systems in- clude Santa Monica, California, and Washington, D.C. Adapted from: Brodeur, "Ten Tips For Designing a Consumer Friendly Downtown" 33 employee operated, with airport park- ing employees recording license plate numbers and the cars' locations into handheld computers. In the future, the system will able to be fully automated, allowing travelers to know how many spaces are available on the individual garage floors, and even specific areas to go to for the optimal parking corre- sponding to the terminal they are flying out of. Travelers may also be surprised to see their exact parking location on the ticket they receive when paying at the kiosk. This may seem like a trivial de- tail, but it is actually another way these new monitoring systems benefit the traveler, by helping to avoid parking frauds and car thefts. As the car is exit- ing the parking garage, a photograph is taken of the license plate to ensure that the exiting car and parking ticket match the original car and ticket that entered the garage. If there is not a match, the driver is immediately stopped and questioned. One of the difficult parts of these new monitoring systems is assuring the pub- lic that there is no invasion of their per- sonal privacy. The data gathered is only on the vehicles entering the garage and not the drivers of those vehicles. Hope- fully, with the future of these monitor- ing systems being implemented in all types of parking garages, the needs of the traveler, and the public at large, be WN El[IEM 11 1 FR AW F _, i - , r -i i ., i r ­-I- it anguage will addressed in a much more efficient and functional way. HOPSTORCOM Another innovative and experimental approach to wayfinding that bypasses signs entirely is underway in New York City. A new web site, HopStop.com, provides travel directions to riders of the public transit system. The web site determines the quickest and most con- venient route for transit users to reach their desired destination. It incorpo- rates user preferences as to mode of travel and can either be printed out in hard copy or sent as a text message to an individual's cellphone. The service is now available in Boston and Wash- ington, D.C., as well. TACTILE AND AUDIBLE WAYFINDING Audible messaging, referred to as "talking signs," and tactile approaches to wayfinding are opening up the world to those individuals who are less able to rely on traditional wayfinding systems. The University of Vermont Wayfind- ing System uses talking signs which are activated by a button which can be accessed by users who rely on tac- tile or raised lettering or Braille. Once pressed, the button activates a recorded human voice which guides the listener to key destinations in the vicinity of the sign. At Johns Hopkins University, 12 elec- tronic kiosks with touch - screen maps and computers placed in key locations around the campus provide users with several options for obtaining wayfind- ing information. The user can activate an aluminum touch - screen map which then activates the computer screen to provide more information on the des- ASLA Landscape Architecture Technical Information Series tination or location. The LCD screen itself can also be used to provide walk- ing routes, building imagery, parking information, and more. Finally, the kiosks also have buttons that are la- beled with both Braille and raised, tac- tile lettering, which can be pressed to connect with a real -time operator who can provide information and guidance. The kiosks integrate a microphone and speakers to facilitate hands -free two -way conversations. These kiosks represent an example of a state -of -the art, multifaceted wayfinding strategy which represents a Universal Design philosophy as envisioned by the ADA (see page 10.) Green Design in Wayfinding Electronic wayfinding options such as HopStop, Mapquest.com, and dash- board navigation software provide vi- able alternatives to on- the - ground sign systems and have a lighter environ- mental footprint, as they do not require materials, construction, and mainte- nance. Nonetheless, it is safe to say that we will always have some form of constructed signs and information ele- ments in our built environment. Build- ing long - lasting, durable sign struc- tures that require minimal maintenance is one way to be cost - effective and use fewer resources over time. Designers and fabricators of sign and information components are exploring green design materials and methods to incorporate into their products and projects. Photo- voltaic solar panels that power audible messaging and energy - efficient lighting are green design concepts. Recycled or renewable materials and finishes are also available. LEED - certified process- es and products are being developed and hold promise for the future as they are incorporated into new applications in environmental graphic design. Bringing It All Together: The Legible City One of the more interesting develop- ments in the field has taken place in Bristol, England, with a program called the Legible City. It is based on the fol- lowing premise: "Successful cities will be those that connect people, movement and places efficiently. They will be engaging, welcoming, accessible and easily understood .112 The Legible City project builds on a partnership of agen- cies, organizations, and stakeholders in the city and region to integrate infor- mation systems, public art, design, and transportation with the goal of making the city more understandable and en- joyable. It is a holistic endeavor that embraces education, livability, sense of place, and infrastructure to revitalize and energize the community. The goals for the project focus on economic vi- tality as well as a quality of life initia- tive—it is about city development. The initial Legible City projects include pedestrian sign systems, integrated "heads up" maps keyed to landmarks at identified locations, human naviga- tors to act as guides for visitors, digital touch - screen information consoles, and public information units which provide information about the city and special events. The visible and vibrant city conceived by planners for this project is indeed inspired by Kevin Lynch, who es- poused the value of the user and the residents knowing their place, and having a sense of its form or legibil- ity. He wanted to "make the environ- ment conceivable to the `man on the street' as a prerequisite for intelligent and enjoyable behavior on the street " Wayfinding Systems I Principles and Practice 35 and believed that legible structure in the environment provided emotional security, civic pride, and social cohe- sion. When a complex environment is interwoven it also conveys an aesthetic value; the city and landscape form are appreciated, understood, and engaged. Ultimately this is what wayfinding is really all about — providing direction, orientation, sense of place, and well- being in our increasingly developed and diverse world. Thus Lynch's words are apt in closing: The landscape can orient its inhabitants to the past, to the cyclical rhythms of the present and even to the hopes and dangers of the future.' 'Adapted from: Mohl, "Forget Where You Parked Your Car? ". '- Kelly, Building Legible Cities, p.7. ' Lynch, "City Design and City Appearance," p. 470. ° Ibid, p. 518. ASLA Landscape Architecture Technical Information Series Abdullah, Rayan, and Hubner, Roger. Pictograms, Icons and Signs —A Guide to Information Graphics. Thames and Hudson. London, 2006. Abrams, Janet, and Hall, Pete. Elsewhere: Mapping New Cartographies of Networks and Territories. University of Minnesota Design Institute, University of Minnesota Press. Minneapolis, 2006 Alexander, Christopher. A Pattern Language. Oxford University Press. New York, 1977. American Institute of Graphic Arts. Symbol Signs. AIGA, New York, 1993. Arthur, Paul. "Who Will Help Me Find My Way ?" reprinted by Society of Environmental Graphic Design. Cambridge, MA, 1987. Baeder, John. Sign Language: Street Signs as Folk Art. New York, 1996. Baines, Phil, and Dixon, Catherine Signs: Lettering in the Environment. Laurence King Publishing. London, 2003. Berger, Craig M. Wayfinding Designing and Implementing Graphic Navigation Systems. Rotovision. Mies, Switzerland, 2005. Berger, Craig M., and Eiss, Adrienne. "Principles of Urban Wayfinding Systems." ITE Journal Institute of Transportation Engineers, April 2002. Boston Redevelopment Authority. City Signs and Lights. MIT Press. Boston, 1973 Brochu, Lisa, and Merriman, Tim. Personal Interpretation: Connecting Your Audience to Heritage Resources. InterpPress/National Association for Interpretation. Fort Collins, CO, 2002. Brodeur, Mark. "Ten Tips For Designing a Consumer Friendly Downtown" Planning. April 2003. 24 -27. Carpman, Janet and Grant, Myron. in Healthcare Design, edited by Sara O. Mayberry. John Wiley and Sons. New York. 1997 Crosby /Fletcher/Forbes. A Sign Systems Manual. Praeger. New York, 1970. Erhart, Joseph, Apple Designs Inc. Guidelines for Airport Signing and Graphics. Air Transport Association of America. Washington, DC, 2001. Federal Highway Administration, American Traffic Safety Services Association, Institute of Transportation Engineers, and the American Association of State Highway and Trans- portation Officials. 2003 Edition of the Manual on Uniform Traffic Control Devices. Washington, DC, 2003. Finke, Gail Diebler. You Are Here: Graphics That Direct, Explain, and Entertain. Society for Environmental Graphic Design. New York, 1999. Wayfinding Systems I Principles and Practice Finke, Gail Diebler. Urban Identities: Creating City Images Through Design. Madison Square Press. New York, 1998. Finke, Gail Diebler. City Signs: Innovative Urban Graphics. Madison Square Press. New York, 1994. Follis, John, and Hammer, Dave. Architectural Signing and Graphics. Watson - Guptill Publishers. New York, 1979. Garvey, Philip M. "The 12% Solution." SEGD Design 09, 2005. pp. 24 -27. Harmon, Katharine. You Are Here: Personal Geographies and Other Maps of the Imagination. Princeton Architectural Press. New York, 2004. Hunt, Wayne. Designing and Planning Environmental Graphics. Madison Square Press. New York, 1994. Hunt, Wayne. Urban Entertainment Graphics. Madison Square Press. New York, 1997. International Code Council /ANSI. Accessible and Usable Buildings and Facilities. Falls Church, VA, 1998 Jacobson, Robert. Information Design. MIT Press. Cambridge, MA, 1999. Kaplan, Stephen, and Kaplan, Rachel. Humanscapes: Environments for People. Duxbury Press. North Scituate, MA, 1978. Katz, Joel. "Some Thoughts About Mapmaking." SEGD Design, Issue 9, 2005. Kelly, Andrew. Building Legible Cities. Bristol Cultural Development Partnership. Bristol, UK, 2001. Kelly, Eric Damian, and Raso, Gary J. Sign Regulation For Small and Midsize Communities. APA Planning Advisory Service Report #419. Chicago, 1989. Lynch, Kevin. "City Design and City Appearance," in City Sense and City Design: Writing and Projects of Kevin Lynch. edited by Tridib Banerjee and Michael Southworth. MIT Press. Cambridge, MA, 1995. Lynch, Kevin. The Image of the City. MIT Press. Cambridge, MA, 1960. Mahar, Lisa. American Signs: Form and Meaning on Route 66. Monacelli Press. New York. 2002. Mandelker, Daniel R. and Ewald, William R. Street Graphics and the Law. APA Planning Advisory Service. Chicago, 2004. Mijksenaar, Paul. Visual Function. Princeton Architectural Press. New York, 1997. Miller, J. Abbott and Holland, D.K. Signs and Spaces. Rockport Publishers. Cincinnati, 1994. Mollerup, Per. Wayshowing: A Guide to Environmental Signage Principles and Practice. Lars Muller Publishers. Baden, Switzerland, 2005. Mohl, Bruce. "Forget Where You Parked Your Car ?" Boston Globe, 13 March 2005: E1, E10. National Scenic Byways Program. American Byways Resource Center. ASLA Landscape Architecture Technical Information Series "Lessons from the Road, Case #8: Sign, Sign, Everywhere a Sign." http://www.bywaysonline.org/center/ special pro j ects /collection /31865 /index.html ?display_ mode = detail National Technical Information Service. Guidelines and Recommendations to Accommodate Older Drivers and Pedestrians. U.S. Department of Commerce. Washington, DC, 2001. Olgyay, Nora. What is the ADA? Society for Environmental Graphic Design. Cambridge, 1992. Passini, Romedi. Wayfinding in Architecture. Van Nostrand Reinhold Company. New York, 1984. Passini, Romedi. Wayfinding, People, Signs and Architecture. McGraw Hill Company. New York, 1992. Passini, Romedi. "Information Design: An Old Hag in Fashionable Clothes," in Information Design, by Robert Jacobson. MIT Press. Cambridge, MA, 1999. Pennsylvania Transportation Institute. Sign Visibility: Research and Traffic Safety Overview. Pennsylvania State University. University Park, PA, 1996. Sanfedele, Ann. Sign Language. Carol Publishing Group. New York, 1992. Signs of the Times. Successful Sign Design. New York, 1989. Society for Environmental Graphic Design. "What is SEGD?" www.segd.org/about/what—segd.html accessed 17 May 2005. Society for Environmental Graphic Design. "Benefits." www.segd.org /about/benefits.hunl accessed 17 May 2005. Society for Environmental Graphic Design. The Americans with Disabilities Act White Paper. SEGD. Washington, DC, 1993. Society for Environmental Graphic Design. SEGD Professional Binder. SEGD. Washington, DC, 1996. Trulove, James Grayson. This Way: Signage for Public Spaces. Rockport Publishers. Gloucester, MA, 2000. U.S. Access Board. About the Board. http://www.access-board.gov/about.htm accessed 3 March 2006. U.S. Access Board. The Rehabilitation Act of 1973 (Section 502). http://www.access-board.gov/about/laws/rehab-act.htm accessed 3 March 2006. U.S. General Services Administration. Manual of the Design of Sign Symbol Systems for Federal Facilities. Washington, DC, 2000. Wurman, Richard Saul. Information Architects. Graphics Press Corp. Zurich, 1996. Wildbur, Peter, and Burke, Michael. Information Graphics: Innovative Solutions in Contemporary Design. Thames and Hudson, Inc. New York, 1998. Wayfinding Systems I Principles and Practice A F" w ww —u.w env — wee WA This framE contE of hiE apprc Princi Alber EDGE OF THE CITY Destinations: City Large Neighborhoods and Districts Signs and Wayfinding Elements: Interstate Highway State Highway City Gateway DISTRICT EDGE Destinations: Neighborhoods and Sub - districts Major Streets Prominent Features and Landmarks Signs and Wayfinding Elements: Local Highway and Street District Gateway Directional NEIGHBORHOODS AND SUB- DISTRICTS Destinations: Prominent Features and Landmarks Parking and Public Transit Facilities Signs and Wayfinding Elements: District Identification Neighborhood Street Directional Parking and Public Transit Identification /In formation Arrival /Entry Signs and Structures TRANSITION VEHICULAR TO PEDESTRIAN All Destinations PEDESTRIAN SIGNS AND WAYFINDING ELEMENTS INFORMATION KIOSKS AND LANDMARKS HAND -HELD MAPS AND BROCHURES ARRIVAL and /or TRANSITION EXTERIOR TO INTERIOR Signs and Wayfinding Elements: En try and Identification Directories INTERIOR DIRECTORIES AND ROOM IDENTIFICATION ASLA Landscape Architecture Technical Information Series T he development of a wayfinding program as part of a professional consultant client agreement follows a process quite similar to any profes- sional design project which is designed to create and construct an element or elements of the built environment. As such, the project development and im- plementation guide which follows pro- vides the basis from which a specific scope of services and products can be developed. The following is adapted from the " Wayfinding Process Guide "' pre- pared for the Society of Environmental Graphic Designers: CONSULTANT AGREEMENT/ PROJECT INITIATION ESTABLISH SCOPE AND PROJECT MANAGEMENT PROTOCOL: 1. Define project intent: goals and objectives and scope of work. 2. Define consultant responsibilities: services and deliveries required; num- ber of meetings and presentations ex- pected; address coordination with other projects. 3. Define client responsibilities: in- put, coordination, and decisions ex- pected by consultants. 4. Define project team: participants and decision makers for consultant, cli- ent, and owner. 5. Define time schedule, milestones, and phasing requirements. 6. Define budget: consultant fees and expenses, coordination with consul- tants, client coordination, fabrication, and installation. 7. Establish payment terms. ' in the Society for Environmental Graphic Design's SEGD Professional Binder. 8. Define terms and conditions: mod- ify payment terms, ownership or use rights, liability. DELIVERABLES: final contract (agree- ment) between client and consul- tant. Phase 1: PROGRAMMING ESTABLISH DESIGN PARAMETERS: 1. Consultant/client project team to determine functional criteria: op- erational requirements, code and ADA requirements; information hierarchy, sequence; audience (pedestrian vs. ve- hicular); legibility (sight lines, reading distances); specialized audience needs related to age, language, physical and cognitive abilities; changeability; static vs. electronic; illumination; vandal - resistance; life span; maintenance; in- house fabrication capabilities; tempo- rary signs. 2. Identify permit requirements and process. 3. Consultant/client project team to determine image criteria: existing iden- tity, desired identity; character of sur- roundings; marketing and promotional goals; relation to competitors. 4. Inventory: audit existing or past systems. 5. Receive drawings and design infor- mation from consultant team: architect, landscape architect, lighting designer, engineers, and specialty consultants. 6. Visit and photograph site, inter- view users if possible or appropriate. 7. Prepare an analysis summary and identify outcomes, issues, and opportu- nities and how they will be addressed. Review relationships with and condi- tions of all existing public and private signs. DELIVERABLES: site plan, inventory, and Wayfinding Systems I Principles and Practice analysis summary. Phase II : SCHEMATIC DESIGN SUMMARYOF CONCEPTUALIZED/ SCHEMATIC DESIGN OR "FAMILY ": 1. Consider possible design ap- proaches; determine "mix" of elements needed for identity, information, and wayfinding. 2. Research information, data, and imagery on client industry or local his- tory or geography needed to formulate concept. 3. Begin design concept(s), sketch- ing major or protocol items. 4. Investigate functional aspects needed to develop concept: nomencla- ture; typography /symbols; audio (talk- ing signs); wayfinding; architectural elements; ADA; lettering processes; placement, sequence; modularity; ma- terials, technologies: electronic, com- puter, interactive; hardware, framing, fasteners; mounting methods; mainte- nance; price. 5. Investigate image aspects needed to develop concept: form; details; logo; symbol; typography; color; imagery; pattern. 6. Consult with fabricators for fab- rication and installation methods and sample materials. 7. Make rough mock -ups of key ele- ments if necessary to evaluate concept (full scale is an option). 8. Develop preliminary location plans and message schedule for typical sign types. 9. Coordinate needs for lighting, electrical power, structural support, and conflicts with utilities with consul- tant team. 41 10. Review with client/consultant team the above materials for discussion and evaluation and evaluate design/fabrica- tion approach. DELIVERABLES: plans /designs with se- lected option to develop for implemen- tation. Phase III: DESIGN DEVELOPMENT DEVELOP SELECTED DESIGN CONCEPT; EXTEND TO ALL ELEMENTS IN PROGRAM. 1. Refine or revise selected concept if necessary and conduct additional re- search if necessary. 2. Finalize functional aspects of pro- gram: nomenclature; typography /sym- bols; audio (talking signs); wayfinding; architectural elements; ADA; lettering processes; placement sequence; modu- larity; materials, technologies: elec- tronic, computer, interactive; hardware, framing fasteners; mounting methods; maintenance; cost estimate. 3. Finalize image aspects of program: form; details; logo, symbol; typogra- phy; color; imagery, pattern. 4. Consult with fabricators for spe- cific information on materials, details, or installation. 5. Make (or procure) accurate scale models or samples if necessary to final- ize fabrication concept; review full -size mock -ups in the field to evaluate size, legibility, and color, if appropriate. 6. Prepare first draft location plans and message schedule for all items. 7. Coordinate needs for lighting, electrical power, and structural support with consultant team: also coordinate typical locations for all items to mini- mize conflict with architectural, inte- rior, landscape, and site elements. 8. Solicit or develop preliminary cost estimate for fabrication and installa- tion. 9. Present the above materials for discussion and evaluation. DELIVERABLES: final /detailed designs and plans and cost estimate for imple- mentation. Phase IV: PERMITTING OVERSEE AND /OR COORDINATE PERMITTING PROCESS 1. Prepare permit application(s) and documents (plans /designs) and submit. Review regulatory agencies as appro- priate with jurisdiction. 2. Address any appropriate relation- ships with existing signs (relocation, collocation, or removal). 3. Attend hearings as appropriate. 4. Revise drawings and designs if necessary to reflect permit conditions and submit. DELIVERABLES: all necessary documents and application forms and all appli- cable permits (if the responsible con- sultant— otherwise, provide to permit coordinator for consultant team). Phase V: DOCUMENTATION ( *SPECIFICATIONS SHOULD FOLLOWTHE CONSTRUCTION SPECIFICATIONS INSTITUTE MASTER FORMAT) DEVELOP SPECIFICATIONS AND BID PACK- AGE. 1. Complete design intent drawings with information on sizes, dimensions, materials, fabrication techniques, ty- pography, colors, hardware, installa- tion, and typical mounting elevations 2. Complete all appropriate and re- quired specifications and bid docu- ments (if responsible). 3. Complete sign schedule and loca- tion plan. DELIVERABLES: contract documents and bid package. Phase VI : IMPLEMENTATION OVERSEE FABRICATION AND INSTALLATION. I. Pre- qualify bidders; issue suggest- ed bid list to client. 2. Attend pre -bid conference, issuing clarifications as required. 3. Assist client in reviewing bids re- ceived, assist in rewarding or negotiat- ing the fabrication contract. 4. Conference with selected fab- ricator /installer. Review scope and implementation protocol: address any outstanding design or fabrication /in- stallation issues. 5. Review samples and shop draw- ings. 6. Answer fabricator questions. 7. Answer installer questions. 8. Receive maintenance information from fabricator. 9. Survey finished product; prepare punch list. 10. Make final inspection to ensure correction of punch list items. 11. Issue payment approvals. RESULT: installation complete. *An optional task would be to do a one year post- construction review to check messaging and locations and overall workmanship. ASLA Landscape Architecture Technical Information Series 2. Project Description (b) This project provides for guide signs and pavement markings for various bike routes located in the Town of Eatonville and the City of Maitland. These routes connect directly with other routes in the City of Winter Park to form a network of approximately 38.6 miles of bicycle routes. These routes connect the three town centers, Winter Park Village, Cady Way Bike Trail, Zora Museum, Lake Lily, and various parks and preserves. The project is related to the intermodal system in that the bike routes have access to Lynx stops along Lake Destiny Road, Orlando Avenue, Kennedy Boulevard, and Lake Avenue. (c) The project is located within the City limits of Maitland and the Town limits of Eatonville on various streets and dedicated bike trails. A location map is attached. (d) This project provides guide signs and route markers for various routes in the City.of Maitland and the Town of Eatonville. It also provides for a green band and sharrows on Horatio Avenue between Swoope Avenue and Maitland Avenue. Examples of the guide sings and route markers are attached. (e) This project will be constructed on existing street right -of -way or easements for bike trails. Street rights -of -way are documented by plats and /or FDOT right -of -way maps. The bike trail along Mayo Avenue is within the street right -of -way. The trail at Greenwood Road is located within street right -of- way. The trail at Mohican is on a deeded property (deed attached). The trail from Packwood Avenue to Lake Avenue encompasses one deeded right -of -way and six easements (copies attached). (f) This project will not require right -of -way acquisition. (g) Existing bike route markers are to be replaced with numbered route markers. (h) This project is derived from the "Bicycle and Pedestrian Wayfinding Plan for Town of Eatonville, Town of Maitland, and City of Winter Park' report prepared for Metroplan Orlando by Sprinkle Consulting. 3) Linkages Existing This project involves signing and pavement markings in the City of Maitland and the Town of Eatonville. These routes connect to the following Winter Park routes: 1. Eatonville Route 16 connects to Winter Park Route 16 and 14 for a total of approximately 2.3 miles. 2. Maitland Route 11 connects to Winter Park Route 11 for a total of approximately 3.1 miles. 3. Maitland Route 11 connects to Winter Park Route 15 for a total of approximately 2.5 miles. 4. Maitland Route 5 connects to Winter Park Route 7 for a total of approximately 3.6 miles. 5. Maitland Route 3 connects to Winter Park Route 4 for a total of approximately 3.4 miles. 6. Maitland Route 5 connects to Winter Park Route 5 and thence to Routes 4 and 7 for a total of approximately 1.7 miles. The Wayfinding project will provide signing for a system of approximately 38.6 miles of connected bike routes within the cities of Maitland and Winter Park and the Town of Eatonville. These bicycle routes connect the city and town centers, Winter Park Village, Cady Way Trail, Zora Museum, Lake Lily and various parks and preserves as well as some historical attractions. Future 1. Lake Destiny Road will be connected to Sandspur Road via a pedestrian /bicycle bridge over 1 -4 as a part of the 1 -4 reconstruction. The connection will cover approximately 0.3 miles. This bridge will connect Route 1 to Route 3B allowing for a connection from the west side to the Maitland Town Center. This project has been funded for right -of -way. 2. The City of Maitland is planning a bicycle trail from the soccer field on Lake Destiny Road to Fennell Street via the extension of Southhall Lane (approximately 1.0 mile). This route will connect to Route 1 at Fennell Street and Keller Road. This project is currently outside the 5 -year plan and is proposed to coincide with the 1 -4 construction at Southhall Lane. This route will be added to our CIP when the construction schedule for 1 -4 is finalized. Bike and Pedestrian Wayfinding A The Hurston 't` A Audubon Center C% Kraft Azalea Gardens 1 /2 12 12 Is Art Center At Telephone Museums t Waterhouse Residence Carpentry1=11100. Shop Museums Is Bike and Pedestrian Wayfinding Ef 4- Flaq!1t1,:iJ::l: JMDuncan 8 -*M 4- � Pulaski 4- Brookfield 4- Rochester 55 ♦ Brookfield C� Salem 6 "-10- Onondaga Lockport 10 (� Onondaga -10 4- &,.b Rochester 5 C� Lockport 10 -10- ♦ dQb Horton 4- � Hanover CPO Liberty -1► Horton Hanover Liberty + &.b Troy 3 4- � Utica 5 GV0 Albany 10 -► Oh v��� D11 Di t -1 M2-1 M3.1 -1a M32 M4-7a M4.8 M4-14 n C3 Dli-IbP M3-3 M4-5 0 MS-1 ' 19 A J 23 ♦ Troy 35 Utica 15 Albany 30 -10 8th Ave Future Land Use Map Series - Map 5M Year 2030 FUTURE BICYCLE and PEDESTRIAN FACILITIES MAITLAND, FLORIDA C: CAD.GTSTROJP.CTS�CDP 2010`Wp_map5M_2010 Layout lmap5M_11x17 Plotled 05.06.10 9:30am cwreasc4N + �rawbn .�ew.na.mreh�wma.rws.a.�ra�ey.r v.yerw. NORTH � r d o 4 EIuuLJI O C � c wa eu O i m�7i City of Maitland CO%V&ffrY VITMOPMNfr DEPARTYENr "- EXISTING BIKE ROUTE MAP To sca.E 111 11 IF. ND RED ROUTE WHITE ROUTE GREEN ROUTE BLUE ROUTE POTENTIAL ALTERNATE ROUTES SCHOOLS, PARKS, MAJOR ATTRACTIONS (.R i MAJOR CROSSWALKS, WALKWAYS ��•� CITY LIMITS Cit OT W inter 5prings Legend JyaNTfy d 2030 BICYCLE FACILITIES PLAN ■ ■■ Bike Lane, Proposed U °d— g,atad = BikeL— Bike Route, Designated �� FtOR1�P FEBRUARY 2011 ■• ■• BikeR" Pr,p°sed MlltI-1l. Path or Trail, Designated ■ ■ ■■ MlltI-1s. Path or Trail, Proposed ® Pedestrian Aft —t,r Sites 0 " Boa Ell o r t IZ c ,. llII t oo o Do- ✓ f, f � : II ooPB e 0 y ak . i WE P° F ♦ ♦ 0 0.375 0.75 1.5 Miles S Source: Winter Springs Planning Division, 201 1